Engine-starting device.



C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION FILED JUNE 19. 19M.

Patented May 16, 1916.

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ENGINE STARTING DEVICE.

APPLICATION FILED JUNE 19. 1911.

1,183,074. Patented Maylfi, 1916.

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C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION FILED JUNE 19, 1911. 1,183,074. Patented May16,1916.

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Inventor.

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CHARLES F. KETTERING, OF DAYTON, OHIO, ASSIGNOR TO THE DAYTON ENGINEERING LABORATORIES 00., A CORPORATION OF OHIO.

ENGINE-STARTING DEVICE.

Application filed June 19, 1911.

To all whom it may concern Be it known that I, CHARLES F. KE T R- lNG, a citizen of the United States, residmg at Dayton, county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Engine-Starting Devices, of which the following is a full, clear, and exact description.

This invention relates to starting systems for engines of the non-self starting type, for instance, such as combustion or explosion engines, and is particularly designed to facilitate the starting thereof, to permit the same to become self actuating.

It is among the general objects of the present invention to provide mechanisms whereby, the starting of engines of the above named types may be facilitated, or made more certain and reliable. This is accomplished by so arranging the starting device, that in starting, the engine will not have to operate against the normal compression of the power medium within the engine cylinders.

To carry out these objects, a starting device is provided which includes an operating member for coupling the engine and starting device together, so that the starting device may transmit power to start the engine; and cooperating with this, is a means adapted to reduce temporarily, the compression of gas or other power medium contained in the cylinders of the engine, during the starting operation.

It has been heretofore proposed to provide means for releasing or reducing the compression of the power charge in the cylinders of engines of this character, incidental to cranking or starting the engine by hand: but the present improvements are designed to provide means automatically controlled by automatic starting devices for accomplishing the release or reduction in the com pression of the power medium within the engine cylinders throughout the starting ope'ation of the engine.

My improvements are so arranged. that when the operating member is operated to couple up the starting device to the engine, this automatically actuates the device which provides for the compression release, that is. it automatically controls the actuation of the means for temporarily reducing the compression of gas or other power medium, within the engine cylinders, thus when the Specification of Letters Patent.

Patented May 16, 1916.

Serial No. 634,083.

parts are so operating, the starting device is coupling up to the engine, to start the same, and as soon as the engine begins to 0perate, the compression release device goes into play and the engine consequently operates against a compression which is reduced as compared with the normal compression when it is running under its own self actuating power.

As incidental to the above objects, I arrange the parts so that this compression release device is not brought into operative condition at any time, other than when the starting device has been coupled to the engine.

The compression release device above referred to, is one which cooperates with the regular exhaust valves of the engine. That is, these exhaust valves are ordinarily opened and closed by the engine successively in predetermined sequence, whereas in my improvement, these exhaust valves are simultaneously opened to a predetermined degree, during the operation of said engine by the starter. Of course when the starting device disconnected, the valves are operated in the usual manner by their regular means, in predetermined sequence. It will, or course, be understood that various forms of devices may be used to effect this compression release or compression reduction.

The specific form of operating member which I have used to couple up the starting device to the engine, is usually known as the clutch pedal for automobiles or other vehicles or power transmission devices, where the engine is clutched to and unclutched from the driving part of the apparatus. This clutch pedal when operated, causes the starting device to be coupled up to the engine. and like-wise controls the compression release device. And I have also so ar ranged the parts, that the clutch pedal does not normally operate this compression release controlling apparatus, unless previously a push button has been operated, which controls the electric circuit. which causes the clutch Pedal to be interlocked to the parts which control the coupling of the starting device to the engine. In this manner the clutch pedal when ordinarily operated. will have no effect on the compression release. unless this push button is initially operated, for the purpose of starting the engine.

Vith these and incidental objects in view,

as will hereinafter appear, the invention consists in certain novel combinations of mechanisms, the preferred form, of one embodiment of which is shown in the accompanying drawings, and fully described in the following specification.

Figure 1 is a top plan view of the chassis of an automobile, certain parts of the chassis and automobile being removed for the sake of clearness. This view particularly shows the relative location of the various parts of the system embodied in the present invention. Fig. 2 is a diagrammatic view showing the electric circuits and connections of the present invention. Fig. 3 is a vertical sectionalized view taken through one of the cylinders of the engine. Fig. 4 is a fragmentary end elevation of an engine and the motor-generator, dismounted from the vehicle chassis. Fig. 5 is a fragmentary sectionalized view of the crank casing disclosing sections of the exhaust valve cam shaft in elevation. Fig. 6 is a detail view in side elevation of the electrically controlled interlocking mechanisms, which are normally loosely mounted upon thee lutch shaft of the automobile. This view also shows the pivoted armature or latch mechanism in en gaging position with the curved shaft. Fig.

is a view similar to that of Fig. 6, but taken from the opposite side of said mechanism, the pivoted armature in this instance being shown in disengaged position. Fig. 8 is a fragmentary sectionalized view of one of the exhaust valves, held in open position by the mechanism which permits the reduction of the compression of the gas within the engine cylinders, during the starting operation of the engine. Fig. 9 is a detail perspective view of the connections for operating the cam shaft of the exhaust valves in a lateral direction, and: Fig. 10 is a fragmentary detail view of the multiplied gearing which couples the motor-generator to the engine for starting purposes.

Certain parts of the apparatus and system embodied in the present invention, are also shown and described in my copending applications, filed April 17, 1911, Serial number 621,512, and Serial number 633,442, filed June 15, 1911. It may be stated that the present invention is more particularly related to the latter of said copcnding applications, but certain additional features and apparatus are included in the present invention, whereby additional and novel results are obtained.

Referring to the drawings, and for the present more particularly to Fig. 1 thereof, it may be stated that the type of automobile in which this improved system is shown as applied, is a Cadillac with the exception that the ordinary four cylinder engine usually embodied in the Cadillac type of automobile, has been replaced by a six cylinder engine, in order to more clearly illustrate the advantages of the present invention. In Fig. 1 the chassis of the automobile is shown, having the side frames 20, which together with certain transverse supporting members, carry and support the en gine 21, which as has been stated above, is of the six cylinder type, wherein the inlet valves and the exhaust valves are positioned on the opposite sides of said engine. and 23 indicate the running boards. 24 is a casing containing the transmission gears, and 25 is a transmission lever which, when moved back and forth, controls the selection of the transmission gears, in the well known manner, whereby the various speeds for ward, or the reverse speed, may be selected as desired. 26 represents a casing containing the ordinary oil pump, such as cus tomarily used on a car of this type. This oil pump is operated by the shaft 27, ordinarily employed to operate the magneto, and which because of its location, is advantageously made use of in the present system, as will appear hereinafter. represents the engine fly-wheel, secured in the usual manner to the engine shaft and having a series of gear teeth formed on or secured to its periphery, as at 29. The transmission clutch 30 is of the usual construction and is adapted to be moved into and out of engagement with the conical surface of the interior of the fly-wheel. The movement of this clutch is controlled through the medium of a yoke member 31", by movement of the transverse shaft 31, which may be termed the clutch shaft to which said yoke is secured, and the operation or movement of the ordinary clutch pedal 32, whereby the engine will be connected and disconnected with the transmission gears of the vehicle, in a well known manner. The motor-generator 3: is constructed and arranged to serve as a motor, for starting the engine and as a generator for charging the accumulator or storage batteries. This motor-generator is controlled as to its status, as a motor, or generator, by a clutch pedal or operating member 32.

The means by which the clutch pedal controls the status of the motor-generator, will now be described: Adjacent to one end of the clutch shaft 31, the bracket 31 is loosely mounted thereon; that is, the said bracket normally permits relative oscillatory movement of the clutch shaft 31, relative thereto, but is held in fixed position, relative to any transverse or lateral movement thereon. This bracket is provided with an arm 35, having a bearing, which receives the stem 36, of the magnet 37. The stem 36 not only acts as a means for securing the magnet to the bracket 35, but also forms the core of the magnet. The bracket 35 also is provided with a forwardly extending portion 38, to the outer end of which the armature or latch 40 is pivotally secured at 41. One end of the armature 40 is normally positioned in alincment with, but spaced from the core 36 of the magnet 37 (see Fig. 7). The opposite end of the armature 40 is formed in the shape of a hook or latch, as at 42, and is adapted to engage, when the armature is moved into the position shown in Fig. 6, with the curved arm 43, which in turn is secured to the clutch shaft 31, by means of a key or suitable locking device 44.

Under certain conditions, it will be advisable to adjust the armature so as to either decrease or increase the space between the contact end of the armature and the magnet- 37, and as one means for accomplishing this object, I have provided a thumb screw 45, which by being adjusted against a projection 46, formed on the arm 38, will adjust the armature into the desired position. A small coil spring 47 normally tends to hold the armature in disengaged position, as shown in Fig. 7

The arm 35 of the bracket 34 has a pivotal connection with the link 48, which extends rearwardly and is connected to the straight arm lever 49, which in turn is rigidly mounted upon the vertical shaft 50.

The bracket or supporting member 51 is rigidly secured on the cross brace 52 and forms the support for the vertical shaft 50. An operating rod 53 is connected with the opposite end of the straight arm lever 49, and extends forwardly and is connected with the shiftable or coupling gearing, which couples up the motorgenerator and the engine, for starting purposes.

Inasmuch as it is desirable to shift the controller switch, which selects the electrical connections between the accumulator and motor-generator, with substantially the same operation as that which shifts the coupling means between the motor-generator and the engine, suitable mechanisms are arranged, which are operated by the samemovement of the clutch pedal as that which shifts the coupling means between the engine and motor-generator. These combinations of mechanisms are clearly shown and described in detail in my heretofore copending applications and therefore no detail description or showing thereof will be made in the present case.

The above named mechanisms are con nected up to the connections above described, by means of a small link 54 mounted upon and movable with the vertical shaft 50, (see Figs. 1 and 6), and is connected in turn with the controlling or operating rod 55, which engages with and is connected. to the mechanisms described in my copending application.

Referring for the present to the diagrammatic showing in Figs. 2 and 7, it will be seen that the magnet, which as has been explained, is mounted upon the clutch shaft 31, is included in the independent circuit which connects with the multiple series connections between the accumulator and generator. This circuit is normally open and provided with a suitable circuit closer, in the shape of a pair of contacts, adapted to be closed by a push button. In Fig. 7, one line of the electrical circuit is designated by the numeral 63, which connects with the contact plate 66, mounted upon an insulating block 65, and oppositely disposed to contact plate 64. ,A suitable push button 67 is operable on the contact plate 64, and

is adapted, when pressure is applied thereto, to close the circuit, through the contact plates 64 and 66. The branch wire 68 leads from the contact plate 64 to the magnet 37 and connects with the coil or winding 69 thereof, (see Fig. 2); the opposite end of said coil or winding being connected to the series field of the motor-generator 33, through the wire 70. The arrangement and connections of this independent electrical circuit permit the carrying out and accomplishment of a various number of novel functions, one of which will now be explained.

Supposing that the engine 21, (see Fig. l) is at rest and that the coupling or multiplied gearing, which constitutes the driving connections between the meter-generator 33 and the said engine, is in disengaged or nondriving position; and that it is desired to start the engine 21; a push button 67, which in actual practice, is mounted. at any convenient point, readibly accessible to the driver or operator of the vehicle, is moved so as to make contact between the plates 64 and 66. This, of course, closes the independent circuit through the magnet 37, and inasmuch as this circuit is connected with the parallel or multiple series connections of the accumulator, the current that will pass through the said circuit, is of substantially the same voltage, as that at which the accumulator is charged by the motor-generator, when operating as a generator for charging purposes.

l/Vith the present arrangement of the accumulator, as shown l1 iagrammatic Fig. 2, the pressure of the c ging current will be substantially const and. consequently the current which passes through this independent electrical circuit, will be substanitally constant, at volts. The current passing through this independent circuit will energize the magnet 37 vherehy the contact end of the pivoted armature or latch 40, will be attracted to the magnet core or stem 36, against the tension of the spring 47. Upon the movement of the contact end of the armature, toward the core of the magnet, the latch end thereof, will consequently swing outwardly, into engagement with the curved arm 43, which as has been explained, is rigidly connected to the clutch shaft 31.

By the above arrangement, it will be obvious that the magnet 37 and bracket 34 will also be secured in fixed relation to the clutch shaft 31, throughout the engagement of the armature 40, with the fixed arm 43.

Inasmuch as this electric circuit, wherein the magnet is included, connects With the series field of the motor-generator, it will be understood, that the current passes into the series field and tends to operate the motorgenerator, as a motor, at a voltage of substantially six volts, this together with whatever effect may be due to the resistance of the magnetic circuit, gives a relatively low amperage, so that the motor-generator ro tates slowly, when under the influence of the current from this Circuit.

Upon pressure being exerted upon the clutch pedal 32, to move the same in a forward direction, the clutch shaft together with the magnet 37 and the link or rod 48 will also be moved in a like direction, the clutch 30 being consequently disconnected from its driving connection with the flywheel of the engine through the medium of the clutch yoke 31, whereby the running gear of the vehicle will be positively disconnected from the propelling element, during the starting operation of the vehicle. This is one of the important features of the pres ent invention, inasmuch as it is not uncommon for operators of vehicles of this character, to fail to throw their transmission gears into neutral position, for the starting operation. It will therefore be appreciated that the disengaging of the transmission clutch from the engine, simultaneously with or during the starting operation of the vehicle engine, constitutes a safety device, inasmuch as it is impossible to start the vehicle until the clutch is again moved into engagement with the fly-wheel of the engine, this making it immaterial as to the position of the transmission gears, during the starting operation.

As has been stated, the forward movement of the clutch pedal necessarily imparts like movement to the lever 48, which in turn tends to shift the straight arm lever 49, and this lever by its pivotal connection with the rod 53, will pull said rod rearwardly, and thus tend to-bring the multiplied or coupling gearing of the motor-generator into position to mesh with the driving gearing of the engine. This multiplied gearing (as in Fig. 10) comprises a small pinion 71 which may be directly or indirectly connected with the operating rod 53. The said pinion 71 is adapted to engage with the fly-wheel gearing of the engine and is connected with a larger pinion 73, which engages with, and is driven by, the motor pinion 74 of the motor-generator. During the intervals that this coupling or multiplied gearing, comprising the pinions 71 and 73, is out of driving connection with their respective gear wheels, the gear teeth of the respective enmeshing gears may rest in such a position, that the end faces of the co-adjacent teeth of the respective enmeshing gears may be out of proper alinement, that is, they may be in such position, that when the shiftable coupling gearing is moved to enmesh the said gears, the end faces thereof, will coincide, or conflict. By the initial rotation of the motor-generator, as a motor, at a low speed, this difficulty is overcome, inasmuch as the motor pinion will be slowly rotated, and the pressure exerted on the multiplied or shiftable gearing, will cause the large pinion 73 thereof, to readily mesh with the said pinion 74. Inasmuch as pinions 71 and 73 are normally secured together, the pinion 71 will be rotated with the pinion 73 at such times as the said pinion 73 is picked up and rotated by the motor pinion 74, so that the pinion 71 is rotated until the proper alinement is secured, between the teeth thereof and the teeth of the engine fly-wheel, at which time the enmeshment of the said pinion and fly-wheel gearing will readily take place.

In the cranking of engines of the different types, but more particularly in engines of the six cylinder type, it has been found that the compression of the power medium within the cylinders, forms such a resistance that it renders the cranking of the engine difficult and in consequence of this, it has heretofore been proposed to provide manually operated means for releasing or reducing the compression in the cylinders of the M engine, during the time that the engine is being manually cranked. In the present instance, I have provided a novel means for permitting a temporary reduction of the compression within the cylinders which is 5.

automatically operated at the same time that the coupling of the motor-generator and engine, through the medium of the shiftable pinions, 71 and 73, is effected. One

form of embodiment of this means comi prises a member 300, rigidly secured to rod 53 and movable therewith. This collar 300 is pivotally connected with the curved arm 301, the opposite end of which connects with the rod 302.

The rod 302 extends at substantially right I angles to the rod 53 and is rigidly mounted upon the shaft 303. The bracket 304 secured to the engine frame at any suitable point, supports this shaft 303, and permits i formed on one end of the cam shaft which 122;

ordinarily effects the opening and closing of the exhaust valves of the engine, in a predetermined sequence. This cam shaft, which is shown in detail in Fig. 5, ordinarily has simply a rotatable movement relative to the exhaust valves, thereby causing the usual intermittent opening and closing of the valves, the said valve stems are intermittently forced upwardly by contact with the cams 307, carried by the cam shaft 308. In the present embodiment, the cam shaft is extended a little beyond its normal length-and is so mounted in the engine casing, that a certain limited lateral movement thereof, is permitted relative to its normal position.

The cams carried by the cam shaft 308, comprise the ordinary shaped cam bodies 307, which has heretofore been stated, are adapted to effect the intermittent opening and closing of the exhaust valves of the engine, in a predetermined sequence. In order that some means may be devised for simultaneously opening all of the exhaust valves to a certain predetermined degree, whereby the normal compression of the power medium within the engine cylinders may be tennimrarily reduced. during the starting operation of the engine, the ordinary cams 307 are provided with a hub, either formed integral with the cam proper or made separate therefrom and secured adjacent thereto, in any suitable manner, (see Figs. 3, 5 and 8).

In the present instance, I have disclosed in Fig. 5, the embodiment, wherein the hub of t e cam is made integral with the cam proper. This hub 31.0 is greater in diameter than any part of the cam proper with the exception of the lobe portion or dwell 311 thereof. The portion of said. hub, adjacent to the cam proper, is beveled, as at 312, so as to permit and facilitate the lateral adjustment of the cam shaft relative to the stems of the exhaust valves.

In Fig. 3, wherein a vertical sectionalized view of one of the cylinders of the engine and the appurtenant parts thereof are shown, and in the fragmentary view disclosed in Fig. 8, which shows the cam shaft in shifted position and one of the exhaust valves in the partly opened position. which the said valves assume during the starting operation of the engine, the numeral 320 designates the exhaust valve, comprising the head 321 and stem 322, slidablv mounted in the engine casing, in the usual manner and under the control of the usual closing spring 323. In engines of the type d sclosed herewith, it is usually the practice to position the inlet and exhaust valves on opposite sides of the engine. as is clearly shown in Fig. 3, the inlet valves being indicated by the numeral 324. Each of the said valve operating cam shafts, that is, shaft 308 which normally is rotated to open and close the exhaust valves in a predetermined sequence, and the shaft 325, which normally controls the opening and closing of the inlet valves in a like sequence, are driven by means of any suitable gearing, located at the front of the engine and driven at engine speed by means of a train of gears which are driven by the engine. The detail arrangement and construction of this train of gears, at the front of the engine will be more fully set forth hereinafter.

Referring to the mechanism for controlling the operation of the exhaust valves of the engine, it Will be noted that in Fig. 3 that the valve stem 322, is provided at its lower end, with a small roller bearing 312 which normally rides on the cam proper 307, and it will be seen that as the cam shaft rotates, the exhaust valves will be raised and lowered and thus opened and closed. This is simply the ordinary operation of the exhaust valve mechanisms now in use and is utilized in the present system, at all times except during the starting operation of the engine.

As has been stated heretofore, the enlarged hubs 310. are greater in diameter than any portion of the cam proper 307, with the exception of the dwell portion thereof, and are substantially annular in contour, whereby the stems of the exhaust valves, after the shifting of the cam shaft 308 has taken place, will bear on the annular bearing surfaces of the cam hubs, in which position the said valves will be maintained in their partly opened state. The extent of the valve opening for permitting a partial release of the compressed charge of power medium from the engine cylinders and which is effected by this lateral adjustment of the cam shaft- 308, may be determined by varying the size of the hubs 310, of the cams, thus making it obvious that the degree of reduction from the normal compression of the power medium within the engine cylinders may be accurately determined, so that only a suflicient reduction in the compression takes place, in order that the cranking of the engine may be facilitated, and at the same time, sufficient charges maintained in the various cylinders of the engine, during the starting operation, to cause the turning of the engine, upon explosion of the said charge.

\Vhen the engine is to be started and the clutch pedal or operating member has been connected up to the means which controls the coupling of the engine and motorgenerator together, by the energization of the magnet 37, and the consequent interlocking of the pivoted armature or latch mechanism 40, with the clutch shaft 31, it will be obvious that the connection of the means for controlling the coupling means with the clutch pedal will be also connected to the means for shifting the cam rod 308 laterally, inasmuch as the lever connections heretofore described, are secured to the rod 53, which is embodied in the means for controlling the shifting of coupling means.

Simultaneously with the forward movement of the clutch pedal and the consequent rearward movement of the rod 53, which brings the coupling or multiplied gearing into enmeshment or coupled position with the motor-generator and the engine, the lever 301 together with the collar 300 which is fast upon the rod 53, will cause the oscillation of the vertical shaft 303, through the medium of the arm 302, in the direction shown by the arrow in Fig. 9.

Inasmuch as the yoke member 305 is made fast, as has heretofore been described, to the cam shaft 308. the said yoke member will oscillate with the vertical shaft 303, and the cam shaft 308 as a result of this will be moved laterally within the engine casing, relative to its normal position and to the exhaust valves. \Vith the lateral movement of this cam shaft. the rollers 312 mounted on the lower end of exhaust valve stems which are simply used to reduce the friction and to facilitate the operation of the exhaust valves, will ride upon the beveled approaches 312, which connect the cams proper 307 and the enlarged hubs 310 thereof, during the shifting of the cam shaft, until the shaft is fully adjusted, at which time the rollers 312 will rest upon the annular faces of the cam hubs 310.

As soon as the exhaust valves have been forced into their partly open position, as shown in Fig. 8, a certain amount of the gas or other power medium which forms the explosive charge within the engine cylinders, will pass out through the exhaust valve opening and thus reduce the compression within the cylinders.

\Vith the reduction in the compression of the explosive charge, it will be understood that the resistance which is normally encountered by the respective pistons on their compression stroke, will be reduced, thereby facilitating the turning over or cranking of the engine.

The exhaust valves, as has been heretofore stated, are maintained in this partly opened position throughout the starting operation of the engine, that is, throughout the period of time that the coupling or multiplied gearing, between the engine and motor-generator remains in coupled posi tion. However, upon rearward movement of the clutch pedal and the consequent uncoupling of the motor-generator from the engine, the cam shaft 308 will be shifted laterally, into its home or normal position, at which time the cams proper 307 will perform their normal function of opening and closing the exhaust valves of the engine, in a predetermined sequence, throughout the time that the engine is self actuatmg.

The means for permitting the lateral movement of the cam shaft 308 relative to its normal position within the crank case of the engine, so that the cams which normally actuate the exhaust valves in a predetermined sequence, will be drawn out of operative position and the means for opening all of the exhaust valves simultaneously, to a certain predetermined degree, will be brought into operative position, comprises the following novel structure: The exhaust valve cam shaft 308 is provided, adjacent to its front end, with a section that is square, as at 330, slidably mounted within the bearings formed in the crank and gear casings 360 and 361 respectively. This cam shaft 308 is rotated by means of a pinion 227 which meshes with a train of gears, secured at the front of the engine and more fully described hereinafter. It will, of course be understood that the shaft 308 is slidably mounted relative to the pinion 227, but that it is rotatable therewith.

In order that the cam shaft may be automatically returned to its normal position, simultaneously with the uncoupling of the engine and motor-generator, the compression spring 363 is mounted on the shaft 308, adjacent to the front end thereof, between the collar 362, rigidly secured on said shaft and an abutment block 364 formed on the crank casing. As has been stated heretofore, the yoke member 305, which engages in the annular groove 306 formed on the rear end of the cam shaft. is permitted to have a limited movement in said groove, so that while the adjustment of the cam shaft in a lateral direction, in order that the eX- haust valves of the engine may be opened simultaneously during the starting operation of the engine, will be effected positively by the movement of the yoke member, the return movement of the cam shaft to its normal or home position. after the operation has been completed, will not necessarily be;

caused by the movement of the yoke member 305, but will directly and initially be effected by the expansion of the compression spring 363, inasmuch as the initial lateral movement of the cam shaft has placed the spring under pressure.

When the clutch pedal 32 is operated, as has been described above, to connect or couple up the coupling. or multiplied gearing, with the motor pinion and the fly-wheel gearing of the engine, it is desirable to also shift the controller switch, so as to change the electrical connections of the system from their normal charging position, Whereby the accumulator and motor-generator are connected in series multiple, to the starting position, in which position the accumulator and the motor-generator are connected in series, so that the motor operates as a straight series motor.

The manner of shifting the controller switch from charging to starting position, is clearly described and shown in my copending application filed June 15, 1911, Serial Number 683,443, and therefore will not be described in the present case. By shifting of the electrical connections between the accumulator and the motor-genera-tor, from series multiple to series, current of an increased or multiplied voltage will be introduced into the motor-generator, causing the said motor to instantly operate, at a greatly increased speed. The motor, operating at high rate of soeed will tend to turn the engine slowly through the me dium of the multiplied or coupling gearing, which connects the motor-generator with the engine.

The engine, when once it becomes self ac tuating, quickly increas its speed and because of the difference in ratio between the coupling gearing the engine fly-wheel gearing and the motor pinion, will soon tend to drive the motorgenerator at a prohibitive rate of speed, as a motor. The means of preventing the existence of conditions of this character, have been fully explained in my copending' application, filed April 17, 1911, Serial Number 621,512, and will. not therefore be described in the present case.

As soon as the engine becomes self actuating, the train of gears are positioned at the front of the engine and which derive their driving power from connection with the crank shaft of the engine, are set in motion and tend to drive the magneto or oil pump shaft 27, which in turn is connected up to the shaft of the armature of the generator, by means of any suitable clutch mechanism, such as for instance, the roller clutch mech; anism illustrated and described in my copending application filed June 15, 1911, Serial Number 633,443. The train of gearing spoken of above, comprises a driving pinion 225, mounted directly upon the front end of the engine crank shaft, and meshing on the one side with the pinion 226, which is connected with and rotates the inlet valve cam shaftof the engine, while the opposite side of said pinion 225 meshes with the gear wheel 227, which is mounted on and adapted to rotate the exhaust valve cam shaft 308. This pinion meshes with and drives the pin ion 228, directly connected to the magneto or oil pump shaft. Inasmuch as it has been found advisable to drive the motor-generator, as a generator, at substantially engine speed, the diameter of these connecting gear wheels is such that the armature shaft of the generator and the engine crank shaft will be operated at substantially a one to'one ratio,

so that the generator may be said to operate at substantially engine speed.

The diagrammatic form of the connections, for rearranging the batteries, for starting and for charging, is such that they are in series for starting the motor, and in multiple for being charged by the motor generator, whereby the motor is used, with its series Winding alone, for starting as a motor, but with the shunt series arrangement for generating. In this connection, it may be stated that the controller-switch which is substantially the same as that described in detail, in my coending application, filed April 17, 191i, @(jlldl Number 621,512, will not be described, other than as in the diagrammatic showing in Fig, 2, inasmuch as the detail structure thereof, does not enter into the in ention, except as has heretofore been stated.

The arrangement of the storage batteries, which form the accum later, is shown the right, in Fig. iii the batteries grouped in four sets of th ee cells each. This makes 12 cells in all, which at the approximate voltage of two volt ch, gives practically 24 volts, when Ls are connected in series. As has hereto re been'stated, these cells are connected in series, to give this 2 f volts for starting purposes, that its, for driving the motongencrator as a motor, to start the engine. Whereas in charging, the cells are arranged in multiple series, having four groups of units, each unit comprisr three cells in series and these groups being arranged in parallel, for cl ing, so that the charging takes place, at uractically six volts. "In the arrangement uf the connections shown in Fig, 2, for accomplishing the shifting of the storl. 'ies in this manner, the'dotted line cor iections represent the positions of the shifting switch controller, when the device is arranged for charging, while the heavy line connections represent the'positions of the switch-controller, for the starting arrangement, that is, when the batteries are all in series. t

' The motor-generator 33, comprises a shunt compound differential wound motor-generator, having a rotating armature 101, provided with the shunt and series fields 102 and 103 respectively.

One of the lead wireslO l extending from the shunt winding of the motor-generator, connects with the contact point 105 which is shown in Fig. 2, as being connected by the dotted line or electrical connection 106 which it will be understood, only connects said wire 101 with the wire 10?, when the motor-generator is being employed as a generator for charging purposes. The solid blackline or electrical connection 108, illustrating the position into which the connection 106 is shifted, when the motor-generator is operatingas a motor. It will therefore be seen that the solid lines and the dotted lines really represent one and the same element, shiftable into two distinct positions.

The lead wire 109 extends from the point 110 to form the common wire for connecting up one side of the batteries, when arranged in multiple series, for charging purposes. At the point 110 on this wire 109, there extends downwardly, a lead wire 112 which connects with the contact strip 113 which is embodied in the automatic cut-out device. The armature 114 of this cut-out device is connected to the coil 115, to which the opposite end of the coil 116 is connected by means of the short branch wire 117, leading from the line wire 120, while the other end of this coil 116 is connected to the other line wire of the system 118. The armature 114 is normally held out of engagement with the contact strip 113 by means of a small spring 119 (see Fig. 2). The function of this cut-out device will now be described. When the motor-generator 33 is being employed as a generator to supply current to the accumulator or storage batteries, the rotation of the armature 101 thereof, causes the current to build up in the shunt field 102 and gradually to also enter and build up in the series field 103 to such point that a balancing effect will be obtained between the two fields. The initial flow of current through the series field and wire 120, first has to enter the high resistance coil 116, inasmuch as the armature is in open position, and will continue in this path until the core 121, of the cut-out device has become energized sufi'iciently to attract the armature 114, against the resistance of the spring 119. The initial flow of current from the generator is therefore through the series coil or field 103, wire 120', through the high resistance coil 116, branch wire 122 into the main line wire 118 back into the opposite side of the generator. The resistance of the coil 115 is much lower than that of the coil 116 and therefore, as soon as the core 121 of the cut-out device has become sufficiently energized to attract the armature 114, thus making the contact between the said armature of the contact plate 113, the current will pass through the low resistance coil 115, the armature 114, contact plate 113, wire 112 to the common line wire 109, instead of passing through the high resistance coil 116. This cut-out device operates to prevent the current, from the storage battery, discharging back through the generator, in case the generator should slow up, so as to reduce this current by the slackening of its speed. That is, the kick back of the current, from the storage battery, running through coil 115 reversely, would oppose the previous effect and the effect of the coil 116, so as to break the circuit connection between the armature 114 and the strip 113, the armature being immediately restored, to its open position, by means of the spring 119. This cuts the storage battery out of the generator circuit and leaves the generator circuit running through the high resistance coil 116, wherein the current is now too weak, on account of the slow speed of the generator, to energize the core sufficiently to restore the contact between the strip 113 and the armature 114.

Going back to the battery connections, it will be seen that when the cut-out device is closed and the current is passing there through, into the wire 112 and wire 109, it will be distributed among the various groups of cells or units of the storage battery. In Fig. 2 it will be seen thatthe branch wire 125 leads from the point 126, on the wire 109 to the point 127. This point is connected by the dotted line or electrical connection 128, to the contact point 129. From this point 129, the connecting wire 130 extends to the positive pole of the lefthand set or unit No. IV, of the storage bat tery. The four different sets of cells are designated by Roman numerals, in Fig. 2, also with their positive and negative terminals, for the sake of convenience. From the opposite side of this set of cells or unit No. IV, the lead wire 131 extends downwardly to and connects directly with the wire 118 which in turn leads back to the motor-generator.

Leading from the contact point 129, is a heavy line or connecting strip 132, which connects with the contact point 133. As previously stated, this heavy line connection 132 represents the shifted position of the dotted line connection 128 and vice-versa.

The lead wire 134 connects the contact point 133 with the contact point 135, which is located on the opposite side of the third set of the accumulator cells or unit No. III. From this point 135, a dotted line connection is shown connecting with the contact point 137, which in turn, is connected, by the wire 138 to the line wire 118. The heavy line connection 139 indicates the shifted position of the dotted line connection 136, when the connections of the battery are shifted, from charging to starting position.

Vithout repetition of the details of the connections of the other sets of cells of the storage battery, it is thought that a brief description will make it clear, just what the system of connections is, making use of the dotted and heavy lines, for the respective shifting positions.

It having been stated that the heavy lines of these V-shaped shifting elements, represent the positions of those parts for the starting operation, it will be assumed first, that the heavy lines in such cases represent the actual connection, and that where the corresponding dotted lines are shown, there are no cross connections. The circuit may, for instance, start at the lower side of the right hand set of batteries or cells, that is, set No. I, the current running through the lead wire 150 to the point 151 thence through the connecting wire 152 to the point 1.53, which is connected by the heavy line connection 154, to the wire 155 which connects with the opposite or positive terminal of unit N 0. II, thence across the battery through the wire 156 to wire 157 and thence into the unit No. III, through the medium of the heavy connecting strip 158 and wire 159. The current then passes through the unit No. III, into the wire 160 through the point 135, wire 134, heavy connection 132, Wire 1330, through the unit No. IV into the wire 131, thence through the main line 118 into the motor-generator 33, thus operating the motor-generator as a motor, under the combined voltage of all of the units of the battery. The circuit is completed through the series field 103, wire 120, branch Wire 162, which. short-circuits the cut-out device heretofore mentioned, through the heavy connecting strap 163 into wire 109, through which it passes into the positive side of unit No. I. When in this connection, it will be noted that the shunt field or winding is cut out, because of the gap, which is represented by the dotted line 106. This arrangement causes high voltage through the motor for starting and a straight series wound motor to give torque, for the purposes, and with the advantages heretofore referred to.

Immediately upon the motor-generator creating suflicient power to turn or crank the engine and thus automatically start the same, the mechanical switch or controller is shifted, as has been heretofore explained, through certain mechanical connections, so that the series connections of the accumulator, and the connections for the charging operation are drawn into place. This condition of the switch or controller as shown in the diagrammatic connections of Fig. 2, for the charging operation will now be explained. Starting at the generator this time, the current first passes into the shunt field through the wire 107, through the dotted line or electrical connection 106, wire 104, shunt field coil 102, wire 104 into the opposite brush of the generator. The current having energized the shunt field, it may be traced into the main charging circuit from the positive brush of the generator through the series coil 103 to the lead wire 120, but inasmuch as most of the current is passing through the shunt field of the generator and the simultaneous portion through the series field, there is not suflicient current passing into the core 116 to attract the armature 114, through the core 121. The current will therefore pass through the core 116, wire 122 into the main line Wire 118 thus making the complete circuit. As soon as the series and shunt fields of the generator have been brought to a point of balance, sufficient current is passing through the coil 116, of the cut-out device, to energize the core 121, to such a degree that the armature 114 will be attracted thereto and thus make contact with the plate 113. As soon as this action occurs, the current will immediately pass through the low resistance coil 115, thence through the armature and contact plate 114 and 113 respectively, into the wire 112 and into the line wire 109.

From thence the current flows through the wire 125, through the dotted line connection 128, wire 130, through the fourth unit of the battery, out through the wire 131 into the main line wire 118, and thence back to the generator. At the same time, the other three units of the battery are being charged in substantially the same manner, by reason of the fact that from the common wire 109 there extends the lead wires 175, 176, to the upper side of the said groups of cells, while the lower sets of these groups are connected to the main line Wire 118, through the wires 150, 156, and 160, dotted line connections 180, 181, and 136 and branch wires 185, 187 and 138 respectively. Thus under these dotted line connections, it being understood that the heavy line connections are eliminated when the system is in charging position, the generator is now in its condition for charging the batteries in multiple series arrangement of four groups in parallel, with three cells in series in each group, and the generator has its field wound with a shunt-compound dilferential winding arrangement.

The above described connections for operating the motor-generator as a motor, at a multiplied voltage at 24 volts and to permit the motor-generator to act as a generator, to charge the accumulator at substantially six volts, are absolutely controlled by the shifting of the controller switch. There is, however, an additional electrical connection between the accumulator and motor-generator, which is provided so that the motor-generator may be operated as a motor, at a reduced voltage, as compared with the voltage at which the motor-generator operates as a motor for starting purposes, or at substantially the same voltage as that at which the accumulator is charged by the motor-generator, acting as a generator, namely six volts. This additional electrical connection also has several other important functions, among which may be mentioned, the control of the connections which couple up the means for shifting the mechanical and electrical connections, heretofore described and which are operated through the medium of the clutch pedal, in the present instance.

This electrical connection comprises a wire 63, which is tapped off of the main line wire 109 and leads to the contact plate 66 (see Fig. 2).

The contact plate 66, as has heretofore been described, is mounted upon an insulating block 65, to which is also secured the stationary contact plate 64. This contact plate carries a push button arrangement 67, which is mounted at any convenient place, preferably directly below the drivers seat on the vehicle, so that it may be readily accessible to the driver, without necessitating any charge in his position, from that ordinarily assumed in the driving of the vehicle. The lead wire extends from the contact plate 64 to one end of the magnetic coil 69, surrounding the core 36, which is adapted to attract, when energized, the pivoted magnet 40, which effects the coupling up of the mechanical connections heretofore described. The wire 70 extends from the coil 69 to the series field 103 of the motorgenerator.

The entire circuit, just described, which embodies the additional electrical connections for permitting the driving of the motor at a low speed, is of a higher resistance than the circuit which conducts the current from the cut-out device to the batteries through the wires 112 and 109 respectively, and inasmuch as the magnet comprises the coil 69 and core 36, it will follow that a certain resistance in said circuit, will be created so that the amount of current passing through said circuit will be slightly reduced below the amount of current which is normally charged into the accumulator when the motor-generator is operating as a generator. The difference in resistance, between this additional electrical circuit and the charging circuit, effectually provides a safety device, inasmuch as the current will not flow through this circuit, even though the circuit is closed through the operation of the push button, at any time while the motor-generator is operating as a generator, or at least at any time while the cut-out device is closed to permit the passage of current therethrough. This same arrangement, consequently acts as a safety device for pre venting the coupling up of the mechanical connections and the operation thereof, these mechanical connections including the means for effecting the shifting of the exhaust valve cam shaft, as well as the means for shifting the controller switch, from charg ing to starting position, and the means for coupling up the engine and motor-generator, at any time except when the motor-generator is at rest and the cut-out device is open.

From the above description, it will be understood that the closing of the supplemental or additional electric circuit through the medium of the push button is necessarily the initial operation of the system, and takes place while the controller switch is in charging position, so that the voltage of the several units in multiple series is transmitted through this circuit, into the motor-generator to operate the same at a low voltage, when said push button is actuated to close the same, for the purposes hereinbefore set forth.

\Vhilc l have set forth the various opera tions of the system as the description has progressed, a brief description will now be given of the sequence of operations, as they occur when it is desired to start the engine of the vehicle.

Supposing that the motor vehicle together with the engine and niotor-generator are at rest and that the connecting elements thereof, are in their normal or home position, the operator of the car first closes the push button switch and thus permits current to be introduced from the accumulator into the ll'lOtOY-gtlltlliltOl' to actuate the same as a motor, at a low speed. The passage of current is through this interlocking of the con trolling mechanism which is mounted upon the clutch shaft, with the operating member of clutch pedal. Immediately upon pressure being applied to the clutch pedal, the coupling gears which couple up the motor-generator with the engine are brought into enmeshment, the exhaust valve cam shaft is shifted laterally, in order to remove the normal actuating cam 307 from operative position and to bring into operative position, the cam hubs 310 so as to open the exhaust valves to a certain predetermined degree, and thus permit the partial reduction in the compression of the charge of power medium, within the engine cylinders, and subsequently the shifting of the controller switch from charging to starting position. The adjustment of the coupling gearing between the motor-generator and the engine, into driving position and the lateral shifting of the exhaust valve cam shaft occurs, substantially, simultaneously, while the shifting of the controller switch is momentarily delayed, until such a time as the motor-generator and the engine have been completely coupled together.

The means whereby the shifting of the controller switch is delayed, in the abovedescribed manner, is fully set forth in my copending application filed June 15, 1911, Serial Number 633,443. As soon the controller switch has been shifted into starting position, the combined voltage of the storage batteries passes into the series field of the motor-generator and actuates the same at a multiplied voltage, with sufficient power to turn or crank the engine, and thus automatically start the same. As soon as the engine becomes self actuating, the operator releases the clutch pedal, which returns to its home position by means of any suitable spring arrangement, such as for instance, by means of the spring 85, one end of which is connected to the straight arm lever 49, while the other end is securely fastened to the transverse beam 86. The pressure upon the push button is also released so that the circuit which said push button controls, will be opened and the flow of current therethrough, cut off.

It Will, of course, be understood that as soon as the flow of current through this independent electrical circuit is stopped, the magnet 37 will become deenergized and the pivoted armature 40 which throughout the period of time that the said circuit is closed, is in interlocked position; thus coupling up the controlling mechanism of the clutch pedal and shaft, Will be returned to its normal or home position, by means of the spring 4-7. Simultaneously with the return of the clutch pedal to its home position, the gears which couple up the motor-generator and the engine, will be forced out of their driving position and the controller switch will be so shifted, that the series connections will be broken and the series multiple connections brought into operative position. This return movement of the clutch pedal also permits the compression spring which is compressed by the lateral movement of the exhaust valve cam shaft, to expand and then force the valve shaft into its normal position, whereby the cams proper will perform their usual functions of opening and closing the valves in a predetermined sequence.

As a result of the release of the interlocked mechanisms, namely the clutch pedal and the controlling mechanism for the various mechanical connections, it will be obvious that the clutch pedal may be operated in the usual manner, to connect or disconnect the transmission clutch, with or from the engine in the usual manner, without affecting in any way, the controlling mechanism, inasmuch as the said mechanism is normally loosely mounted upon the clutch shaft and is only brought into operative position, at such times as the magnet 37 is energized by the closing of the push button circuit and the consequent interlocking of the controlling mechanism and the clutch pedal.

\Vhile I have described and shown a preferred embodiment of my present invention, it will be understood that changes in elements, combination of elements and the lo cation thereof may be made, without departing from the spirit and scope of the present invention.

hat I claim is as follows:

1. In an engine starting device, the combination with an engine, comprising a plurality of cylinders, having exhaust valves therein; of a starting device for said engine;

means for coupling the engine and starting device together; an operating member for moving said coupling means into and out of coupled position; means operable by said operating member for reducing the compression in said cylinders, when said coupling means is moved into coupled position; and electrical means for preventing the compression reducing operation of said means by said operating member, except When the said operating member is actuated to couple up the starting device to the engine.

2. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; engine operated means for opening and closing said valves in a predetermined sequence; of a power driven machine constituting a starting device for said engine; means for coupling the engine and starting device together; an operating member for controlling said coupling means; and independent means operable by said operating member for opening all of said exhaust valves simultaneously, during the starting operation of the engine by the starting device.

3. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; of a starting device for said engine; means for coupling the engine and starting device together; a transmission clutch mov able into and out of engagement With the engine; an operating member for controlling said clutch; means also operable by said operating member for controlling said exhaust valves to reduce the compression Within the cylinders, When the engine and starting device are coupled together; and electrically controlled means for effecting the connecting of said operating member and the said exhaust valve controlling means.

4. In an engine starting device, the combination with an engine, comprising a pluralitv of cylinders having exhaust valves therein; a rotatable shaft having two sets of valve actuating means, one of which opens and closes said valves in a predetermined sequence throughout the normal actuation of the engine; of a starting device for said engine: means for coupling the starting device and engine together; an operating member for controlling said coupling means; and means engageable With said operating member for shifting said rotatable shaft laterally, to remove from operative position, the means for actuating the alves in a predetermined sequence and bringing into operative position, the second set of means for opening all of said valves simultaneously and maintaining them in said open position, throughout the starting operation of the engine by the starting device.

5. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; engine operated means for opening and closing said exhaust valves in a predetermined sequence; of a starting device for said engine; means for coupling the engine and starting device together; means operable in conjunction with said coupling means for opening said exhaust valves simultaneously; an operating member for operating said coupling means, normally disconnected therefrom; and means for imparting a slow initial starting movement to said starting device, as an accompaniment to the operation of the said means for effecting the connection between the operating member and the coupling means and the means for operating the exhaust valves simultaneously.

6. In an engine starting device, the combination with an engine; comprising a plurality of cylinders having exhaust valves therein; of a starting device for said engine; means for coupling the engine and starting device together; means connected to said coupling means for operating the exhaust valves, whereby the compression in the engine cylinders, during the period that the engine and starting device are in coupled position, will be reduced below the normal compression; a transmission clutch; an operating member for controlling the engagement and disengagement of the said clutch with the engine; auxiliary means for connecting together said clutch operating mem ber and said coupling means, comprising an element rigidly connected with said operating member; an interlocking member, normallv disconnected therefrom; and means for causing the interlocking between said last mentioned element and interlocking member, moving said engaging means into engagement with said arm. whereby said clutch operating member will be connected up to said coupling means and to the means controlling the exhaust valves of the engine.

7. In a compression controlling device for cylinders of engines, the combination with an engine. comprising a plurality of cylinders having exhaust valves therein; of means for opening said 'alves in a predetermined sequence: independent means for opening said valves simultaneously; means for operating said independent means but normally disconnected therefrom; and electrical means for coupling said operating means and the independent means together.

9. In an engine starting device. the combination with an engine; comprising a plurality of cylinders having exhaust valves therein; engine operated means for opening and closing said exhaust valve in a predetermined sequence; of a starting device for said engine; means for coupling the engine and starting device together; means operable in conjunction with said coupling means for opening said exhaust valves simultaneously; an operating member for operatii'ig said coupling means, normally disconnected therefrom; and electrical means for imparting a slow initial starting movement to said starting device, as an accompaniment to the operation of the said means for c'ri ecting the connection between the op erating member and the coupling means and the means for operating the exhaust valve sinmltaneously.

9. In a compression controlling device for cylinders of engines, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; of means for opening said valves in a predetermined sequence; independent means for opening each of said valves simultanemislv; controlling mechanisms for said independent means normally disconnected therefrom; and coupling means for connecting said controlling mechanism and the independent valve operating means together.

10. In a vehicle, the combination with an engine and the running gear thereof; of means for connecting and disconnecting said engine and gear; a starting device for said engine; means operable to reduce the compression in the engine during the starting operation thereof; and an operating member for positioning said compression reducing means in operable position only at such times as the engine and running gear are disconnected.

ll. In a vehicle, the col'nbination with the running gear thereof and the engine; means for connecting and disconnecting said en gine and running gear; compression releasing means for said engine. operable to reduce the compression in the engine during the starting thereof; and means for prevent ing the placing of said compression releasing means in position to operate at such times as the engine and running gear are connected together.

12. In an engine starting device, the combination with an engine including its cylinder parts; of an electric machine capable of operation as a high torque motor for starting purposes, and as a generator operable at a different ratio of speed, relative to the engine, from said motor; compression releasing means operable to reduce the compression in the engine cylinders during the operation of the electric machine as a high torque motor; and means for controlling the electric machine and the compression reducing means.

13. In an engine starting device, the combination with an engine, including a plurality of cylinders having exhaust valves therein; of an electric motor comprising a starting device for said engine, having electrical connections for starting said motor as a high torque unit; coupling means between said engine and starting device, whereby the starting device may operate at high speeds, and the engine at relatively low speeds during the starting operation; means for reducing the compression in the engine cylinders during the starting operation of the motor; and operating mechanism for controlling the electrical connections of said motor, and the coupling means between the engine and starting device, and the means for reducing the compression in the engine cylinders.

1a. In an engine starting device, the combination with an engine and its associated parts; of an electric motor constituting a starting device for said engine; means for coupling the engine and starting device together; and means for imparting an initial movement to the electric machine to facilitate the coupling of the engine and the starting device together; means for adjusting the engine parts to cause a reduction in the cylinder compression of the engine, when the starting device is operated for starting purposes; and means for controlling the starting device and the compression reduction means, whereby the initial operation of the starting device will take place previously to the operation of the compression reduction means.

15. In an engine starting device, the combination with an engine and its associated parts; of an electric motor constituting a starting device for said engine; means for coupling the engine and starting device to gather; and means for imparting an initial movement to the electric machine to facilitate the coupling of the engine and the starting device together; and means for adjusting the engine parts to cause a reduction in the cylinder compression, when the starting device is operated for starting purposes; and means for controlling the starting device and the compression reduction means, whereby the initial operation of the starting device will take place previously to the operation of the compression reduction means, and the operation of the compression reduction means will take place previously to the operation of the starting device for starting purposes.

16. In an engine starting device, the combination with an engine including its associated parts; of a starting device for said engine; means for reducing the compression in the engine cylinders during the starting operation; and electrical means for preventing the operation of the compression releasing means at times other than when the motor is operating to start the engine.

17. In an engine starting device, the combination with an engine and its associated parts, of a starting device for said engine; means for coupling the engine and starting device together; means for releasing the compression of the engine; an operating member for controlling the starting device and coupling means and adapted initially to actuate the means for releasing the compression in the engine cylinders and to subsequently actuate the starting device to crank the engine; and means for imparting a relatively slow movement to the starting device, previous to the operation of the compression releasing means.

18. In a motor vehicle, the combination with a power plant, including an engine having a plurality of cylinders including exhaust valves; of a running gear for said vehicle; a transmission clutch operable to connect and disconnect the power plant with said running gear; a starting device for the engine including an electric machine disconnectible from said engine; means for adjusting the exhaust valves of the cylinders to reduce the compression therein; and an operating member operable to control the movement of said clutch and having provisions for coupling up the electric machine and engine for starting purposes, and concomitantly bringing the valve adjusting means into operative position during the starting operation.

In testimony whereof I afiiX my signature in the presence of two subscribing witnesses.

CHARLES F. KETTERING.

\Vitnesses GEORGE B. MCCANN, EAnLn WELBORN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G." 

